Administratrix of john p



(No Model.) 3 Sheets-Sheet 1. J. P. SOHERPE, Deod.

L. SGHERPE, Administratrix. J ELECTRIC RAILWAY. N0. 600r 381. P t

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WITNESSES (No Model.) 3 S heets-Sheet 2.

J. P. SGHERPB, Decd.

L. SGHERPE, Administratrix. ELEGTRIG RAILWAY.

No. 600,381. Patrfnted Mar. 8, 1 898.

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(No Model.) 3 Sheets'Sheet 3.

J. F. SOHERPE, De'od.

L. SCHERPE, Administratrix. ELECTRIC RAILWAY.

No. 600,381. Patented Mar.'8, 1898.

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ATENT LOUISE SOHERPE, OF ST. LOUIS, MISSOURI, ADMINISTRATRIX OF JOHN F.SOl-IERPE, DECEASED.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 600,381, dated March 8,1898.

Application filed August 12, 1897. Serial No. 647,994. (No model.)

To all 1072 0711. it may concern.-

Be it known that I, LOUISE SCHERPE, of St. Louis, Missouri,administratrix of the estate of JOHN F. SCHERPE, late of St. Louis,Missouri, deceased, who did in his lifetime invent new and usefulImprovements in Electric Railways, do hereby declare the following to bea full, clear, and exact specification of the same.

The object of the invention is to provide certain new and usefulimprovements in electric railways of the underground trolley type,whereby the main or supply conductor is completely closed, sealed, andprotected against all deleterious exterior influences to insure aconstant supply and safe transmission of the electricity to thecar-motors without charging the track and slot rails with electricity.

Theinvention consists principally of sealed switch-boxes placed suitabledistances apart and supporting an insulated main supplyconductorextending through the said boxes, a contact fixed on the said conductorwithin each box, a plunger fitted to slide in each box and adapted tomake contact with the said fixed contact, contact bars connecting thesaid plungers in pairs to leave an electrically free and unobstructedspace between the bars, and a current-conveying trolley adapted toengage the said bars to lift the plungers, so as to make contact withthe main conductor and permit the electricity to pass from the latter tothe car-motor.

The invention also consists of certain parts and details andcombinations of the same, as will be fully described hereinafter andthen pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in all the figures.

Figure 1 is a longitudinal sectional elevation of the improvement,showing the conduit and railway-track with two cars in position therein.Fig. 2 is an enlarged transverse section of the same on the line 2 2 ofFig. 1. Fig. 3 is a sectional plan view of the switch box on the line 33 of Fig. 2. Fig. 4is a crosssection of the main conductor on the line 44 of Fig. 3. Fig. 5 is a perspective view of the flexible contact in theswitch-box. Fig. 6 is a perspective view of one of the plungers. Fig. 7is a side elevation of part of the switchbox, the plunger, and thecontact-bar. Fig. 7-} is an inverted plan view of the same with thetrolley-whee1 in position. Fig. 8 is an enlarged cross-section of themanhole frame and cover. Fig. 9 is an inverted plan view of part of themanhole-frame. Fig. 10 is a perspective view of the pin or bolt forlocking the switch-box to the manhole-frame. Fig. 11 is an invertedperspective View of the manholeframe with part broken out. Fig. 12 is aperspective View of the trolley-arm on the car. Fig. 13 is a perspectiveview of the upperend of the trolley-arm, and Fig. 14 is a similar viewof the lower end of the trolley-arm and the wheels carried thereby.

The conduit A, of any approved construction, is provided with the usualslot-irons A, arranged to form a slot between them, and on oppositesides of the said irons are arranged thetrack-rails B, on which travelthe cars 0 O or other vehicles. In the conduit A and at suitabledistances apart are placed switchboxes D, through which extends the mainor supply conductor E, connected with a suitable source of electricityand insulated by a suitable material E, inclosed, preferably, within apipe E of lead or like material, the insulating material and lead pipeleaving but a short portion E of the conductor bare or exposed withineach switch-box, as plainly indicated in Figs. 2 and 3.

Each switch'box is removably secured to the under side of the frame of amanhole of special construction, as hereinafter more fully described, topermit of giving ready access to a switch-box for removing the same incase of derangement or other cause. tion E of the main conductor E isengaged by a clamp G, made in two parts, secured together by screws andstraddled by a contact H, preferably made U-shaped, the side arms IIbeing flexible and formed at their lower ends with beads H dependingfreely within the switch-box, as plainly indicated in Fig. 2.

A plunger I is movable in the lower end of each switch-box D and isnormally out of engagement with the contact H, but when moved upwardmakes contact therewith, so as to allow the electricity from theconductor The bare por-' E to pass to the said plunger. The outer lowerend of the plunger is connected with a contact-plate J, attached to abar J, extending longitudinally in the conduit, the said plate J beingadapted to be engaged by the trolley-wheel K, journaled on the lower endof the trolley-arm L, carrying the conducting-wire N, leading from thetrolley-wheel K to the motor of the car, the said trolley-arm beingpreferably supported from the axle C of the car 0 or (J, as plainlyindicated in Figs. 1 and 12.

The trolley-arm L is preferably made in two parts L and L pivotallyconnected with each other by a longitudinal pivot L to allow the part Lto swing up and down in a transverse direction, the parts beingconnected witheach other by a spring 0, so as to cause the arm L toyield and move the contact-plate J, with the plunger 1, upward to makeconnection with the main conductor E to allow the electricity to passfrom the latter to the car-motor.

The detailed construction of the various parts enumerated is as follows:

The manhole-frame F, which carries the cover F, is preferablyrectangular in shape, as indicated in Fig. 11, and fits closely againstone of the slot-irons A, as indicated in Fig. 2. The cover F closestheframe-opening F and normally rests on flanges F formed on the bottom ofthe said frame, and the top of the cover is preferably roughened toprevent the slipping of the horses feet. The solid part F of the bottomof the frame next to the slotiron A is provided with a series ofdepending lugs F, the free ends of all of which extend toward each otherin a horizontal plane, so as to form a support or socket for thereception of the marginal flange D at the upper end of the switch-box D,so that the latter may be readily and quickly detached by a lateralmovement whenever required and removed from the conduit by way of theopening F in the manhole-frame at the time the cover F" is removed.

In the solid part F is formed an opening F adapted to receive a bolt ora pin F engaging with its lower end one edge of the flange D of theswitch-box, so as to lock the latter securely in position'in its supportor socket against lateral movement. The head of the bolt or pin F restson the top of the part F and fits into a recess in the under side of thecover F, (see Fig. 2,) so that the cover has to be removed before thebolt or pin can be Withdrawn. Each switch-box D is preferably made intwo parts D? and D of which the upper part D is formed with the flangeD, previously mentioned, and the lower part is provided with a verticalflange D formed with an interior screw-thread screwing on an exteriorthread on the lower end of the part D. A gasket or packing-ring D isplaced between the upper end of the flange D and the bottom of thegtlange D formed on the upper part D and a second gasket D is interposedbetween the lower edge of the part D and a shoulder D formed on thelower part D The two gaskets or packing-rings D and D are thus arrangedin different horizontal planes, and a double joint is formed between thetwo parts or sections of the switch-box, so as to insure absolutetightness to prevent the entrance of water or moisture even should thebox be submerged. Each of the switch-boxes D is preferably provided witha lining or shell P of an insulating material,which is sealed and coversthe entire inner surface of the box. This lining is for convenience alsomade in two sections, the point of separation being located, preferably,at a line of demarcation between the lower end of the upper section orpart D and the shoulder D as plainly indicated in Fig. 2.

At the upper end of the lining P is arranged a cushion Q, of rubber oranalogous substance, and engaged by the middle part of the U-shapedcontact H, so as to allow the latter to yield in an upward directionwhen engaged by the plunger 1, as before mentioned.

Each of the contact-plungers I is formed with a valve I, normally seatedon a suitable valve-seat P, formed in the lining P, at the lower endthereof, and directly above the said valve I is arranged or formed aflange or shoulder 1 normally in contact with a shoulder P on the saidlining. Above the flange I is formed the bared contact-head I preferablymade conical in form, with opposite curved faces, as plainly shown inFig. 6, the curve of the faces corresponding with the shape of the headsH on the flexible contactarms 11, straddling the contact-clamp Ginelectrical contact with the main conductor E at the part E On the upperend of the contact-head I is arranged a block 1 of an insulatingmaterial, and secured in place by a screw or bolt 1 passed through thesaid block and threaded into the upper end of the head 1?, with the headof the screw flush withthe upper end of the said block. (See Fig. 2.) Acushion D of rubber or analogous material, is seated upon the lower endof the switchboX D and the lining P, so as to form a yielding resistancefor the contact-bar J when the latter is moved upward by the action ofthe trolley-wheel K. The switch-boxes D are connected in pairs with eachother by the bars J engaging the plungers I of the said pair of boxes,and the distance between adjacent pairs of switch-boxes is preferablyslightly less than the length of the contact-bars or any one of them.Each of the contact-bars J may be formed of wood, metal, or othersuitable material and is preferably L-shaped in cross-section,havin g avertical strengthenin grib J with the ends turned up or curved to forminclined surfaces to be engaged by the trolley-wheels K or othercollectors carried by the car moving in either direction. Thecontact-bars may be formed so as to produce a narrow running edge forthe trolley, exposing to contact with the trolleya suitable conductor,which is connected to the plungers I to project from the switch-boxes.In case this latter form of conductor is used the trolley-wheel orcollector K must be grooved instead of having a flat surface, as shownin the drawings. The contact-bar J is provided at or near its ends withperforations, and these perforations are engaged by the lower ends ofthe pairs of plungers I, each of the plungers being formed at its lowerend with a head I, fitting into a recess in the under side of the barand secured to the plunger by a screw I which also serves to fasten thecontact-plate J to the under side of the horizontal arm of the bar J.The plate J extends throughout the length of the bar J and is readilyengaged by the trolley-wheel K as the car moves along the track.

As illustrated in Fig. 1, two trolley-arms L are fixed upon each motorof the car C or O or are removably carried thereby a slightly lessdistance apart than the length of the contact-bars J, but at a slightlygreater distance apart than the distance between the adjacent ends ofsuccessive contact-bars carried by adjacent pairs of contactplungers I,so that when the cars move either forward or backward one of thetrolley-wheels or collec- 'tors K will always be in contact with one ofthe contact-plates J, connected with the plungers and supported thereby.

The upper portion of the part L of the trolley-arm L is looselyconnected with a socket L formed on a clamp L preferably made in twoparts, secured to the axle 0 the two parts being fastened together bysuitable bolts, as plainly indicated in Fig. 12. The socket L extendsina direction transverse to the caraxle C and the ends are open, and theupper end of the trolley-arm part L is split longitudinally and bent inopposite directions,so as to form the head L loosely engaging the socketL The part L is preferably torsionally bent a quarter-turn, as at L, sothat the lower portion of the part L occupiesa position at right anglesto the headed portion thereof. The lower portion of the said arm part Lengages the conduit, while the headed end engages the said socket, asstated, so that when the car accidentally jumps the track the saidsocket will be carried laterally with the car and be disengaged from thesaid head, and no special harm will come to the section or part L of thetrolley or the devices in the conduit.

The conductors N may be secured upon the exterior of the trolley-arms Lin any suitable manner, as shown in Fig. 12, or they may be properlymounted in a passage formed in the trolley arms, as indicated in Fig. 2.The lower part L of the trolley-arm is bent at right angles, and a smallguide wheel or roller K is journaled horizontally in a bifurcationformed in the said part, as plainly indicated in Fig. 14, so as toengage the vertical rib J of the contact-bars. The wheel K may also beplaced in such a manner as to roll along the wall of the conduit andguide the trolleywheel K in contact with the contact-plates J. Thewheels K and K are urged into contact with the parts which they engageby the spring 0, as previously mentioned.

The operation is as follows: When a current is supplied to the maininsulated conductor E, then the contact or trolley wheel K in engagingone of the contact-plates J, held on the contact-bars, elevates thelatter, as shown by dotted lines in Fig. 1, so as to force thecontact-plunger I and the parts carried thereby upward to the positionshown in dotted lines in Fig. 2. \Vhen the plunger I is thus forcedupward, the oppositely-curved faces of the head I engage the curvedheads H of the flexible contact-arms H, and on a farther upward movementof the plunger the head of the screw I makes contact with the undersurface of the bottom of the clamp G, i

(Shown in full lines in Fig. 2.) When the several parts are in theirnormal position, then the valve I forms a tight joint with its seat P,and each switch-box is therefore practicall y sealed against theentrance of dampness or moisture, so as to secure perfect insulation.WVhen the plungers I reach the limit of their upward movement, thecushion Q receives any impact that might otherwise injure the mainconductor E at that point, and the cushion D is contacted by thecontact-bar J, so as to prevent injury to the lower end of theswitch-box.

By reason of the above-described construction and relative location ofparts it will be impossible for both of the collectors carried by anymotor-car on the line to become disengaged from a contact-plate at thesame time, and current will of course be continuously supplied to themotors carried by the cars whether moving forward or backward.

In some cases the contact-bar may be carried by the car instead of beinglocated as herein shown, and the operation will be practically the samein both cases, the contactbar carried by the car being inverted, so thatits curved ends will project downward and engage the lower ends of theseries of contactplungers as the car moves along.

The switch-boxes may be placed in horizontal or inclined positions, andI do not Wish to be limited to the exact positions in which they areherein shown.

The means for attaching the trolley to the cars may be changed, so as topermit detachment of the trolley at any time from the contact-bars inthe conduit, which can readily be done by means of a common leverconveniently located for the motorman.

The trolley fixture may be suspended from a part of the frame of themotor where it is attached to the axle, and the two trolley-arms L,which project into the slot, are connected with each other by a rod orchain R, extended to the car-platforms to connected with levers orcranks B, so as to enable the motorman to swing the trolleys forward orbackward or permit them to hang Vertically when the cars are at rest.When hanging vertically, as shown at the right in Fig. 1, the trolleysare out of contact with the contact-bar J The trolley-wheels may be madein the form now commonly used for overhead trolleys, and contact-barsmay be made of a narrow strip of bar-iron and have a slotted copper wirefastened to the under side and connected with the plungers.

The contact-bars should be arranged to prevent the bending of theplungers or the destruction of the insulation surrounding the plungersby the forward blow given by the trolleys of a moving car. This could beobviated to a very great extent by providing a bridge-bar S (see Fig. 1)to guide the trolleys when passing from one contact-bar to another andby having the bridge-bar hang lower in the conduit than the contact-barsand overlapping the contact-bars in the form of a fork with the pointsslightly curved upward. (See Figs. 1, 7, and 9.)

The switch-boxes could easily be made of hard rubber if it were not forthe forward strain placed upon them by the rapidly-moving trolleys, andif this forward strain could be taken care of there would be littledifficulty in making suitably hard rubber switchboxes, which wouldthereby simplify the problems in insulation attendant on ironswitchboxes. One way that might prevent this injury and make rubberboxes valuable" would be to have a vertical projection J 3 (see Fig. 1)about midway of the length of each contact-bar, which would project intoa socket J hanging from the top of the conduit, but insulated from it.This would take any strain caused by the contact-bar being thrustforward and make a rubber box entirely feasible.

The bridge-bar between the contact-bars for rigidity and durabilityshould be of iron. The supports of this bar, however, should be verygood insulators, so that said bar will be perfectly insulated from theconduit.

Having thus fully described the invention, I claim as new and desire tosecure by Letters Patent 1. An electric railway, comprising sealedswitch-boxes placed suitable distances apart, an insulated mainsupply-conductor extending through the said boxes and supported thereby,the said conductor having a bare portion within the said box, a contactfixed to the said bare portion of the conductor within the said box, aplunger fitted to slide in each box and adapted to engage the saidcontact, spaced and independent contact-.bars con necting the saidplungers in pairs to leave an electrically free and undisturbed spacebetween the said bars, and a current-conveying trolley adapted to engagethe said bars, substantially as shown and described.

2. An electric railway having a series of normally-sealed switch-boxesspaced a distance apart, contact-bars each connecting a number of saidswitch-boxes so as to leave an electrically free and unobstructed spacebetween said bars a main supply-conductor connected to and supported bysaid switchboxes and sealed and protected throughout its length, a'fixedcontact in said boxes normally connected to the exposed parts of saidmain conductor therein, a movable contactin said boxes, a reciprocatoryplunger connected to said movable contact and projecting upon theexterior of the boxes, and a number of mechanically separated currentconveying trolleys or collectors placed a greater distance apart uponthe motor-car than the distance between said contact-bars and arrangedto enand connected in pairs, a main supply-co'nductor connected to saidswitch-boxes and sealed and protected against moisture or otherdeleterious influences but bared upon the interior of said boxes,suitable contacts within said boxes, contact-bars connecting the boxesforming a pair with each other to leave'an electrically clear spacebetween the ends of adjacent bars, and a number of mechanicallyseparatedcurrent-conveying trolleys placed on a car a greater distance apart thanthe space between the ends of said contact-bars.

4. An electric railway having a series of scaled switch-boxes, a sealedmain conductor, a flexible contact in said switch-boxes connected tosaid main conductor, a reciprocatory contact-plunger applied one to eachbox having a contact face normally separated from said contact withinsaid boxes and having a body which projects upon the outside of thelatter, contact-bars connecting with pairs of said plungers to form anelectrically clear space between the ends of said bars, and a number ofmechanically-separatedcurrentcollectors placed a greater distance aparton the car than the space between said ends of said contact-bars.

5. In an electric railway, a series of manhole frames spaced a distanceapart and provided'with lugs on their under surfaces, a series ofswitch-boxes having flanges detach ably engaging said lugs and removableby lateral movement, a movable lock for preventing such movement, aremovable cover for said frames, a main' supply-conductor insulated andprotected at every point throughout its length, contacts located withinsaid boxes, and movable connections for placing said contacts inelectrical connection with said main conductor, substantially as hereinspecified.

6. In an electric railway, a trolley, or collector-arm, made with twonormally vertically alined parts or sections hinged orpivotallyconnected, a contact-wheel on one section, a guide-Wheel on thesame section but separate from said contact-wheel,and aspring connectingsaid sections to simultaneously urge both of said wheels against thesurface with which they contact.

7. In an electric railway, a conduit-trolley or collector-arm having anenlargement, another arm hinged to the first-mentioned arm and extendinginto the conduit, a sprin g connected to both arms, a socket extendingtransversely of the conduit and connected to some portion of a car-truckor motor-frame and provided with a slot or opening, said enlargementloosely engaging said socket, and proper connections whereby uponaccidental derailment of the car the said enlargement will be dislodgedfrom said socket and injury of said trolley-arm and devices in theconduit Will be prevented.

8. An electric railway having a series of scaled switch-boxes spaced adistance apart, contact-bars each connecting a number of saidswitch-boxes with a space between said bars, bridge-bars made ofsuitable material separate from and arranged in the space between theends of said contact-bars but independent thereof for supporting thetrolleys when passin g from one contact-bar to another, whereby apractically continuous guide for said trolleys is provided, saidbridge-bars being insulated from the conduit, a main supply-conductorconnected to said switch-boxes, and a trolley or current-collectorcarried by a car and adapted to pass over and engage said contact-barsand said bridge-bars, substantially as herein described.

LOUISE SOHERPE, Adminisimzfrim of the estate of J 07m F.

Seherpe, deceased. Witnesses:

JULIUs LINGENFELDER, ADOLPH MUNTER.

